Test

Likes
Zoomy new styling
Fuel-conscious
Well-damped ride
Entertainment features

Dislikes
Stylish cabin isn’t everyone’s style
Inconsistent steering feel
If you have to have a V-6, you’re out of luck

It’s true in cars as it’s true in politics—to rise above the clutter, you need to make a dramatic statement. While Hyundai won’t be telling anyone it can “see Russia from its house!” anytime soon, it is giving its mainstream, mid-size Sonata a refreshing new look and a new mission. The goal: dislodge some Nissan Altima and Ford Fusion buyers (along with shoppers considering the Camry, Malibu and Accord) and bring them into the Hyundai fold.

In four previous generations of sedans (five, if you count one version not sold in the U.S.), the Sonata’s been a conservatively styled piece. For the 2011 edition, Hyundai’s chucked caution out the driver’s window and endowed the Sonata with an intriguing blend of crests and curves. They call it “fluidic sculpture” design language. We think it’s a daring look for a family sedan, with lots of curves and arcs accentuated by a deep sculptural strake in its side. There’s lots of movement implied in the side view, and the grille has some of the “wave” look of the latest Infinitis. In all, it’s exciting and engaging, particularly parked next to the more utilitarian 2010 Sonata—and with the Altima and Fusion, it’s among our favorite sedans to see. There are some imperfect details, though. You might notice the gathering of cutlines where the mirror meets the front fenders, and the unusual arrow of chrome that rolls down the front fenders. Overall, though, the Sonata’s handsome, jazzy, and a visual standout in its class.

The cabin takes its own chances, winning most of its bets, but it’s a little out there, on the edge of cutting edge for traditional family-sedan shoppers. The interior shares some themes with the big Hyundai Genesis sedan, including the vents that flank a big LCD screen atop the dash. The new Sonata has even more dramatic sculpturing in its steering wheel and dash cap than the Genesis, and gets cut-tube-style instruments as well as an iconographic climate control shaped like a human. It’s adventurous and functional, and maybe a little more dramatic than some families will want—especially in contrast with the 2010 Sonata’s sedately good-looking dash. The Sonata can be had with a variety of dash trim: the SE gets metallic, grained plastic trim that will wear well, but painted plastic trim on the steering wheel, which won’t. The Sonata Limited has piano-black trim, save for beige-interior cars, which get woodgrain.

Styling’s a noticeable departure from the norm, and the 2011 Sonata will take its chances with powertrains, too. For 2011, the Sonata will be offered with only a four-cylinder engine, leaving buyers to move up to a Hyundai Azera if they want a V-6. The 2.4-liter four-cylinder will make 198 horsepower, thanks to direct injection and other advanced engine technology; PZEV versions with cleaner emissions are rated at 190 hp, while the Sonata SE’s nearly identical engine gets a boost to 200 hp. Because this Sonata weighs a bit less than the competition, it’s a bit swifter than, say, the Camry or Malibu four-cylinders; between highway passes and switchback curves, we rarely felt the Sonata straining for power, even with three adults in tow. A six-speed manual will actually be offered, but almost all Sonatas will be outfitted with a new six-speed automatic that gets a sport-shift mode on Limited cars and slightly flimsy-feeling paddles on SE versions. It’s Hyundai’s own transmission and it’s a smooth-shifting unit, mated well with the quiet, balanced hum from the engine.

The manual, the lack of a V-6–it’s all in the name of fuel economy. The Sonata GLS manual scores the best-in-class overall fuel economy with a 24 mpg city/35 mpg highway fuel economy rating, with all other Sonata models achieving 22 mpg city/35 mpg highway–not bad considering power output tops the base Honda Accord, Toyota Camry, Nissan Altima, Chevrolet Malibu and Ford Fusion.

Will the Sonata please enthusiasts along with the EPA? Probably. Its well-sorted ride quality is its best feature, while steering feel is inconsistent. For a family sedan, the engine-speed-sensitive electric power steering actually feels better the faster you go. On switchbacks during our test drive, the Sonata’s steering felt hefty on center and meaty through a string of medium-speed curves. In town it got more nervous, at the transition point where the steering effort had been programmed to lighten up. The result makes the Sonata a little wandery on the highway as well. The Sonata rides very well, though, with a light touch to its damping, lower road noise, and on SE versions, monotube shocks that seem to snuff out body roll without costing the Sonata too much compliance. Braking felt fine—we encountered an emergency stop and the Sonata responded ably—and the base 16-inch wheels grow to 19-inch wheels on some trims.

You’ll find plenty of room even for large adults in the Sonata, as we did during a driving route that curled through the hills east of San Diego. Already a big car, the 2011 Sonata is officially a “large” car by EPA rules, with 120 cubic feet of interior and trunk space. In the class, only the Honda Accord passes that hurdle. The driver and front passenger have plenty of knee and head room; we liked the Sonata’s cloth seats for their bolstering better than the optional leather buckets, and the textured fabric’s almost Nike-sportswear feel probably will be durable. The leather seats in front feel a bit flatter up front. The back seat sits at a good angle of recline, and only the tallest passengers will touch heads against the fabric headliner and the hard-plastic front seatbacks. The 16.4-cubic-foot trunk is about as large as that in the Ford Fusion, and the trunk gets larger when the rear seats are flipped forward. In the cabin, a deep center console and glovebox hide valuable goods; there’s a niche near the audio controls for cellphones, a flat open bin in front of it for clutter, and a bin hidden behind a flip-down lid to conceal other goods—perhaps a radar detector? The Sonata also has dual power points, eight cupholders for those frequent cross-Sahara side trips, and coat hangers to keep your blazer looking sharp.

The 2011 Sonata arrives in showrooms wearing one big safety badge—a Top Safety Pick award from the IIHS (Insurance Institute for Highway Safety). No NHTSA (National Highway Traffic Safety Administration) tests are available yet but Hyundai is hoping for five-star scores across the board (we’ll update you when results are released). Standard safety equipment includes dual front, side, curtain airbags; anti-lock brakes, stability and traction control; and active headrests. Visibility from inside the Sonata is good, even to the rear quarters where minuscule triangular windows seem to be in place just to keep the side view flowing—even rear-seat passengers won’t see much through them. A rearview camera is available only on the top trims, though.

The Sonata nearly matches the Ford Fusion’s array of entertainment features. Standard equipment on all models includes Bluetooth connectivity and steering-wheel audio controls; an MP3-CD player with iPod and USB connectivity; daytime running lights; a tilt/telescoping steering wheel; cruise control; and power windows, locks and mirrors. The Sonata SE adds paddle shifters, a sport-tuned suspension, and some slight trim differences. Both the Sonata SE and Sonata Limited have parking sensors and push-button start. The Limited also gets standard heated front and rear seats; a sunroof; a backup camera; automatic climate control; and an automatic dimming rearview mirror.

Options are kept simple, bundled in packages. The base GLS can be upgraded to include a power driver seat and alloy wheels; the SE’s options include a nicely executed navigation system packaged with a sunroof. There’s also a new “Dimension” speaker package for some audio systems. The Sonata Limited adds on a CD changer and HD Radio, and can be equipped with an Infinity 400-watt audio system, bundled with the touchscreen-driven navigation system and the rearview camera. The nav system includes XM NavTraffic and Bluetooth streaming audio, as well as 8GB of flash memory for music storage.

Pricing for the Alabama-built 2011 Hyundai Sonata will start at just $19,195 for the base GLS model equipped with a 6-speed manual transmission. Adding an automatic, the price rises to $20,915. Moving up to the SE model will run up a bill of $22,595, while the range-topping Limited model is available from $25,295.

The Bottom Line:The 2011 Hyundai Sonata takes some smart styling and performance risks to raise its profile.

Other Choices:
If you like the 2011 Hyundai Sonata, also consider:

- 2010 Ford Fusion
- 2010 Nissan Altima
- 2010 Honda Accord
- 2010 Toyota Camry
- 2010 Chevrolet Malibu

Reason Why:
The new Sonata banks on swoopy lines and fuel economy to draw shoppers away from the class leaders. Of all its competitiors, it seems geared the most at the highly-rated Ford Fusion, which was refurbished for 2010 with a new interior, a bolder grille and neater dynamics. The Nissan Altima’s also close kin, with big interior room and probably the best handling of all these four-doors, though its interior lacks the panache of the Sonata. The large Honda Accord still has an elusive quality feel that few cars can match, though its styling has not aged as well as Honda may have hoped. Finally, the Camry and Malibu are the conservative choices here, with an emphasis on quieter, more luxurious transportation.

Buying Tip:
Want more distinction? The Sonata gets a new pair of powerplants later this year. A turbocharged 2.0-liter version of the same four-cylinder will be added to the Sonata lineup next year, with a hybrid version outfitted with lithium-polymer batteries arrives late in the year.

This 2011 Hyundai Sonata Review originally appeared at TheCarConnection.com where you can see more photos and news on the Hyundai Sonata

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We bring you the key facts on the 2010 Acura RL-what expert reviewers liked, disliked, other choices, and buying tips at TheCarConnection.com.

TheCarConnection.com’s luxury-car experts drove the Acura RL for this hands-on Bottom Line review. Editors surveyed the rest of the reviews of the 2010 RL to compile this conclusive overview of Acura’s biggest sedan. TheCarConnection.com also compares reviews to help you make a better buying decision.

Likes
Big, silky V-6
Solid ride quality
Comfy seats
Standard all-wheel drive (AWD)
Reliability

Dislikes
Lack of V-8 engine, rear-wheel drive
Five-speed transmission
Busy front-end styling, bland body
Not much more interior room than the smaller TL

Finding a car loaded with more high-tech gear than the 2010 Acura RL is a tough task. An array of electronics helps it deliver brisk, comfortable transportation for four or five adults. Priced to start at around $47,000, the RL is up against more expensive and more luxurious sedans from BMW, Lexus, Mercedes-Benz, and Audi, but is most fairly pitted against the likes of the Audi A6, Volvo S80, and Infiniti M37x. The Acura isn’t the best looker or performer in the bunch, but it’s reliable and comfortable according to nearly all sources.

Last year, the large Acura RL received a front and rear fascia restyling, which carries forward for 2010. Unfortunately, the rest of the body remains rather plain in comparison, leading many to note a mismatched appearance. The large grille and wide, metallic trim with LED tail lamps at the rear contrast sharply with the sides and roofline. Inside, the story is much the same, with a blander interior than the updated face and tail would indicate. It’s attractive and well-styled, though restrained. An available wood-trim package improves the appearance further.

The 2010 Acura RL’s 3.7-liter V-6 engine, 300-horsepower output, and 271 pound-feet of torque put it right on par with the competition on paper. Peaky power delivery, with max power coming above 5,000 rpm, gives the car a high-strung feel, though off-the-line performance is still brisk. The five-speed paddle-shifted automatic is responsive, but lacks a sixth gear found in many competing cars. Overall performance is less than impressive, however, due to the car’s 4,000-pound weight, computer-controlled all-wheel drive, and electronic throttle tuning. Imprecise in response to inputs and ponderous in quick driving, the RL doesn’t have the zest for speed you’d expect from a luxury sport sedan. Ride quality, however, is smooth and refined, and fuel economy is on par for the class at 16 mpg city and 22 mpg highway.

There’s no shortage of comfort inside the Acura RL, though it’s fit for only four adults. Rear-seat space is unimpressive, considering the 2010 Acura RL’s 110.2-inch wheelbase and 72.7-inch width. Up front things are much better, with the 10-way power-adjustable front seats providing soft yet supportive seating. Headroom is good, and the controls are all easily within reach, if somewhat confusing to comprehend at first. Cargo capacity in the trunk is a bit on the small side, offering considerably less trunk space than similarly sized cars, such as the 2010 Ford Taurus SHO. The Acura RL’s real strong suit is quietness in the cabin, thanks to thicker glass and more insulation than rivals, while high-quality materials, including glossy, rich wood and solid, pleasant-feeling plastics, provide a relaxed, premium feeling.

Safety is a highlight of the 2010 RL’s spec sheet, with five stars across the board from the National Highway Traffic Safety Administration (NHTSA). The 2009 model won an Insurance Institute for Highway Safety (IIHS) Top Safety Pick award, but the 2010 model doesn’t manage to follow up with another, despite carrying forward the same safety features. Those standard safety features include a strong body structure, six standard airbags, all-wheel drive, anti-lock brakes with stability and traction control, plus tire pressure monitors, and optional radar-based cruise control and automatic curve-following headlights.

As alluded to earlier, the 2010 Acura RL is a technological bonanza, offering a plethora of features, including a standard navigation system, 10-speaker Bose stereo system with six-disc DVD-Audio changer, AM/FM/XM tuner, MP3 input, USB input, Bluetooth, and keyless entry. A sunroof is also standard equipment, as are xenon headlights. The navigation system features real-time traffic data from XM, but getting the most out of the full-features system is tough due to the knob-based control system. Leather upholstery, power sunshades, and dual-zone climate control further swaddle occupants in luxury.

The Bottom Line: The 2010 Acura RL offers lots of features and strong safety. Performance takes a backseat in the 2010 RL-but technology and durability certainly don’t.

Other Choices
If you like the 2010 Acura RL, also consider:

- Cadillac STS
- Volvo S80
- Audi A6

Reason Why:
Buying a larger entry-level premium sedan offers a taste of power and style-two areas where the Acura RL comes up a bit short. The Cadillac STS offers a sharper look, though it suffers from an even more crowded backseat than the RL. The Volvo S80 is roomier and brighter inside, with Scandinavian styling and lighter handling. Audi’s A6 has an overworked front end to match the Acura, but a roomier backseat and a more coherent overall appearance.

Buying Tip
Even as Toyota continues to struggle with its recall woes, Honda isn’t moving huge numbers of cars either. With Audi, Cadillac, and Mercedes-Benz seeing strong sales, Acura dealers may be willing to bargain on price, letting you secure a better-than-average deal.

This 2010 Acura RL Review originally appeared at TheCarConnection.com where you can see more photos and news on the Acura RL

TheCarConnection.com has researched reviews and driven the 2010 Rolls-Royce Phantom, Phantom Coupe, and Phantom Drophead Coupe to bring you this comprehensive review of its safety, performance, styling, comfort, and quality. Resident Anglophiles at TheCarConnection.com also used their drives in other ultra-luxury vehicles to compare and contrast the Rolls-Royce Phantom range with other cars in its lofty class.

Likes
Traditional British styling
Effortless thrust from V-12
Unmatched refinement and quality
Overly conspicuous

Dislikes
Expensive price tag
Old-world styling
Overly conspicuous

Rolls-Royce is a brand that needs no introduction. It would be safe to say people on the farthest reaches of the planet would, at the very least, be acquainted with the name. The 2010 Rolls-Royce Phantom, be it the Sedan, the Coupe, or the Drophead Coupe, is like no other vehicle in production. Some might say it is even the epitome of luxury motoring. The large presence, attention to even the smallest details, and extreme power ensure Rolls-Royce offers the rare combination of an ultra-luxury vehicle engineered in the most modern way possible but with a stark adherence to heritage and tradition.

The 2010 Rolls-Royce Phantom range has a distinctive road presence, which is a mix of old and new. Some might not agree it always goes well together; nevertheless, the styling justifies its position at the forefront in the driving world. The tall radiator grille, Spirit of Ecstasy hood ornament, and massive D-pillar hark back to the days of classic Rolls-Royce models, though one does have to get used to the narrow, rectangular headlamps that seem a little out of place at first. The front end is tall and imposing, just the way it’s meant to be. Keeping with its luxury heritage, there’s chrome and polished metal everywhere, from the front grille to the exhaust pipes.

Once you step inside the new Phantom, Phantom Coupe, or Phantom Drophead Coupe, you are awed by chromed controls throughout the cabin, a glossy veneered dash, and a more than generous dose of hand-stitched leather. Even in the interior, the marriage between old and new is noticeable when the analog clock rotates out of view to expose a navigation system. Quite akin to older British luxury cars, there are also flip-out wooden “drinks cabinets” and “picnic tables” fitted in the backseat. You may find many of the details rather charming, such as the push-pull stems that control the air vents, the stitching on the seats, and the wood-veneered door paneling, to name a few. It goes without saying that the options are expensive, though it should be noted that, understandably, Rolls-Royce will cater to your every whim.

Traditional luxury is the hallmark of Rolls-Royce, the 2010 Phantom range is a modern performer, which can be largely attributed to BMW’s engineering assistance. The 6.75-liter V-12 engine under the hood of all three models is a variation on the 12-cylinder unit found in some big BMW 7-Series sedans. The difference here is that they are designed specifically for use in the Phantom and hand-built by Rolls-Royce engineers. The result is 453 horsepower and 531 pound-feet of torque in a seamless, nearly silent stream of power. Transmitted to the car’s rear wheels through a six-speed automatic transmission, the engine’s power pushes these nearly 6,000-pound vehicles to 60 mph from rest in less than six seconds. A control-arm front and rear multilink suspension are teamed with self-leveling air springs and electronic damping to produce an ethereal ride quality and surprisingly responsive, but feather-light, steering. Rolls-Royce claims excellent dynamics for the Phantom range, though with a trucklike 47.9-foot turning circle, it can be difficult to push on public roads, let alone park.  It should be noted that TheCarConnection.com’s testers sampled the cars’ effortless straight-ahead feel at more than 100 mph and can attest to their quiet, fleet freeway feel. Fuel economy is shocking at around 13 mpg in the city and 19 mpg on the highway, but one should take into consideration that it’s astonishingly high for cars that weigh, at minimum, 5,800 pounds.

The 2010 Rolls-Royce Phantom range uses an aluminum body to house the luxury that comfortably seats five passengers. The reason for aluminum is purely because it is lighter than steel, as well as being strong enough to allow the Phantom’s rear doors to open on rear hinges, “coach” style, as the automaker puts it. For those fond of the cold hard facts, the longest variant of the Phantom, the Sedan, is about 19 feet in length (the EWB version is 20 feet), and with a wheelbase of almost 12 feet (12.5 feet in the EWB), it’s as long as a MINI Cooper. This is a major contributing factor toward the interior space afforded to the front and rear passengers, as well as the cathedral-like headroom. It’s not a ridiculously wide sedan, even though it offers 103 cubic feet of interior volume. Trunk space is wide but not very deep, at 14.1 cubic feet.

Rolls-Royce is not just about the large interior space; it’s more about luxury and refinement, and the Phantom does not disappoint. Rolls-Royce selects cows for perfect leather graining and cuts their hides with laser precision, bonds the wood trim to aluminum for durability, and employs furniture makers to blend details like inlaid mother of pearl and banded boxwood into the trim. From the ultra-plush carpeting to the exquisite headliner, the Rolls-Royce Phantom range is an exquisite piece of work.

The Phantom Drophead Coupe—just like the Sedan—is in a class of its own in terms of presence, prestige, and luxury in the world of convertibles. It is 10 inches shorter than the Sedan but doesn’t seem any smaller. Entry and exit are a breeze, thanks to the coach-style rear hinged doors. The driving experience and ride in the Drophead Coupe are unlike those of any other convertible; it’s devoid of any body roll, and nothing interrupts the smoothness of your ride. One does not wait to see how fast the roof opens and closes before buying this car. A similar story can be told for the Phantom Coupe.

The 2010 Rolls-Royce Phantom, Phantom Coupe, and Phantom Drophead Coupe offer passengers all the safety they would need. The strong aluminum body is backed up by standard dual front, side, and curtain airbags. Those curtain airbags protect rear passengers as well. Anti-lock brakes, along with stability and traction control, are also standard, as are an electronic parking brake and park-distance control sensors for the front and rear. Front and rear cameras are offered as an option, but the Phantom does not include the very latest safety features, like lane-departure warning systems, laser-guided cruise control, or blind-spot detection systems. Understandably, neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested these cars.

As mentioned earlier, Rolls Royce will cater to your every whim, and if you aren’t sure what your whims may be, the list of options is endless. Though one might complain about the radio and satellite navigation not collaborating well, the sheer number of dazzling options and finishes makes the Phantom a perfect score for features. The leather interior, wood trim, and coach-style rear doors are complemented by a heated windshield, rain-sensing wipers, bi-xenon headlamps, wood-trimmed rear picnic tables, soft-close doors and trunk lid, power front seats, a power tilt/telescopic steering wheel, automatic climate control, a sunroof, heated front and rear seats, twin umbrellas stowed in the coach doors, a retracting Spirit of Ecstasy hood ornament, Bluetooth connectivity, and a Lexicon Logic 7 audio system with 420 watts of power, 15 speakers, a six-stacker CD changer, and satellite radio. The test cars given to TheCarConnection.com come with a vast number of other features, including custom paint ($9,800), seat piping ($2,520), a veneered instrument panel ($1,100), Rolls-Royce logos stitched into the headrests ($620), door-mounted drinks cabinets ($14,600), front and rear cameras ($3,300), a “coolbox” for drinks ($5,200), 20-inch wheels ($6,250), chrome exhausts ($6,000), Starlight headlining ($7,200), iPod integration ($630), a six-stacker DVD changer ($1,550), theater-style rear seating ($10,400), a milled drink-holder box, also known as cup holders ($5,100), Rolls-Royce inlays in the door caps ($1,500), front cup holder veneer trim ($920), silver pinstripes on the door caps ($5,310), a thicker steering wheel ($4,290), a two-tone instrument panel top ($1,230), and a bespoke package of black Rolls-Royce logos on the headrests, chrome window switches, and satin trim on the engine ($5,810). All tallied to a final price of almost $450,000, thus making the Phantom the most expensive car ever road-tested by TheCarConnection.com to date. In addition, Rolls-Royce will fit its cars in almost any way imaginable, depending on your preferences, ranging from turning the glove box into a humidor, to modifying the body for added luggage space in the trunk, to buffing the Ecstasy ornament with 24-carat gold.

The Phantom Sedan is available in either standard or EWB (extended-wheelbase) forms, with a base price beginning at $380,000, not including a $2,000 destination charge and a $3,000 gas-guzzler tax. The Rolls-Royce Phantom EWB starts at a whopping $450,000, while the Coupe will set you back around $408,000 and the Drophead Coupe around $443,000.

The Bottom Line: Anyone who rides in the 2010 Rolls-Royce Phantom, Phantom Coupe, or Phantom Drophead Coupe will feel like royalty, but at a starting price of almost $400,000, you’d expect that.

Other Choices
If you like the 2010 Rolls-Royce Phantom, Phantom Coupe, or Phantom Drophead Coupe, also consider:
- Maybach 57
- Maybach 62
- Bentley Continental Supersports
- Bentley Continental GTC Speed

Reason Why:
The only real competitors to the 2010 Rolls-Royce Phantom range are the Maybach 57 and 62, and even these can only compete with the Phantom Sedan. They are built by Mercedes-Benz and are technically just as polished as the Rolls-Royce models, but unfortunately their styling is too similar to the much lesser S-Class on which they share a platform. In a segment where owners typically wish to be seen, the design of the Maybachs can be perceived as too conservative. The Bentley Continental Supersports and the lesser Continental GTC Speed are a bit left of center when it comes to the world of ultra-luxury, but their prodigious amounts of power, prestige, and exclusivity are worth a look. Note that unlike the standard Continental models, the Supersports only have two seats.

Buying Tip
Bring some opinions along with you when visiting the showroom, and maybe even some color swatches. The company will fit your Phantom with nearly any option you like—whether they’re specific leathers and woods or a different set of crystal champagne flutes. It takes patience, but such is the cost of absolute luxury.

This 2010 Rolls-Royce Phantom Review originally appeared at TheCarConnection.com where you can see more photos and news on the Rolls-Royce Phantom

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The editors of TheCarConnection.com have driven the new Volvo S40 and V50 and present their expert opinion here, along with a comparison to other choices. TheCarConnection.com’s auto experts have also researched available road tests on the new Volvo S40 and V50 to produce this conclusive review and help you make sense of differing accounts.

Likes
Large-car refinement combined with compact-car efficiency
Maneuverable around town
Comfy upmarket cabin
Strong safety credentials

Dislikes
Harsh ride (T5)
Pricey options list
Lethargic base engine
Average safety scorecard

The S40 sedan and V50 wagon manage to straddle the line between fuel efficiency, refinement, luxury, and sportiness in a package that doesn’t betray Volvo’s traditional standards of practicality and safety. On offer for 2010 are a base 2.4i model and high-performance T5, both of which come with a host of upgrades for the latest model year.

The two engines offered with the S40 and V50 are worlds apart in terms of performance. The turbocharged, higher-powered T5 models get a 2.5-liter inline-five, which functions well with either the five-speed automatic or six-speed manual. The engine is rated at 227 horsepower and 236 pound-feet of torque, and is available with either front- or all-wheel-drive configurations. The base 2.4i model comes with a 2.4-liter inline five-cylinder engine making 168 horsepower and 166 pound-feet of torque; though not winning any awards for acceleration, it can be rather fun with the either the manual or automatic.

The 2010 Volvo S40 and V50, while offering the feel and stability of a larger German thoroughbred, are very compact and easy to maneuver in tight spaces. Handling along country roads and high-speed cruising are especially fun in the T5 variant, with the S40 and V50 offering more enjoyment than the larger Volvo models. Considering it falls into the same category as other small sedans, road noise is negligible, though at lower speeds the ride isn’t the most rewarding. The available Haldex all-wheel-drive system is electronically controlled and works on an instant of slippage at the front wheels before torque is sent to the rear. It does prove its worth on wet or slippery roads.

Last year, Volvo introduced a new center console and door panel design, along with improved air vents and a repositioned clock, in an effort to boost the number of storage compartments. The S40 and V50′s instrument panel design is especially stylish and distinctive, with a thin floating center stack that houses all the audio and climate control functions. In terms of seating, the front provides more than adequate space even for taller drivers, but the back can be a little cramped.

Carrying the Volvo badge means that safety is a high priority. To prove that point are offerings such as Volvo’s latest Blind Spot Information System (BLIS), which uses a light at the base of the side mirror to warn the driver when a car is present in the blind spot; it remains an option on the 2010 Volvo S40 and V50. Also available is a new integrated child booster-seat system—a Volvo exclusive. Active bi-xenon headlamps, which swivel in the direction the car is steered, are available on the T5, as are a navigation system and keyless drive. The S40 and V50 includes front side impact airbags, side curtain bags for front and rear outboard occupants, anti-lock brakes, and electronic stability control. Despite all the safety features, the Volvo does not achieve perfect test scores, though they are high. It tests at a mix of four- and five-star ratings from the federal government and with both “good” and “acceptable” ratings from the Insurance Institute for Highway Safety (IIHS).

The list of standard features is endless, with keyless entry, cruise control, and an 80-watt, six-speaker sound system all offered on the base 2.4i. Upgrade to the sporty T5 model and you get a whole lot more—including the turbocharged engine, a flashier alloy wheel design, fog lamps, electronic climate control, aluminum accents, and an upgraded audio system. As with last year, numerous features that were usually optional are now standard equipment, including 17-inch Spartacus wheels, Sirius Satellite Radio, a six-disc in-dash CD player, MP3 capability, front fog lights, a power moonroof, and a trip computer. The list of upgrades on the T5 also include a sporty body kit with color-coordinated side skirts and spoilers, aluminum sport pedals, a sports steering wheel, premium leather seating trim with embossed R-Design logos, a sports shift knob, and a watch dial instrument cluster.

The Bottom Line: The 2010 Volvo S40 and V50 are ideal for inner-city confines, and with both economical and sporty models on offer, most buyers should be able to find a package they’re comfortable with.

Other Choices
If you like the 2010 Volvo S40 or V50, also consider:
- Acura TSX
- Audi A4 Avant
- Saab 9-3
- Subaru Impreza/WRX
- Volkswagen Jetta

Reason Why:
At $10,000 less than the Volvo S40 and V50, the Jetta may provide the most value in this class, thanks to a five-cylinder engine that gives the Volvo 2.4-liter mill some stiff competition. The Jetta, both the sedan and wagon, also offers a roomier backseat and matching features. A much more affordable alternative is the Subaru Impreza. In its base 2.5i form, it comes with standard all-wheel drive and performance from its horizontally opposed four-cylinder engine similar to the base five in the Volvo. All things considered, the sporty Impreza WRX model offers performance that rivals the T5, at a lower price. The Saab 9-3 is another alternative, bringing good, sharp handling and decent performance, but its ride can be choppy and its interior isn’t especially roomy. The Acura TSX, which includes the superior service of Acura dealerships, has especially nimble handling, a good ride, and impressive fuel efficiency, but its backseat is somewhat cramped. However, the Acura, along with the Audi A4, is pricier than the Volvos. It must also be noted that if safety is a priority, the S40 and V50 are unmatched in this segment of cars.

Buying Tip
The 2010 Volvo S40 and V50 offer an integrated child booster option for those who have little ones to fill the backseats.

This 2010 Volvo S40 Review originally appeared at TheCarConnection.com where you can see more photos and news on the Volvo S40

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TheCarConnection.com has driven the 2010 Toyota Camry Hybrid to bring you this hands-on review that covers styling, performance, safety, utility and features from on-the-road observations. TheCarConnection.com’s editors also researched reviews from other sources to give you a comprehensive range of opinions from around the Web-and to help you decide which ones to trust. High Gear Media drove a manufacturer-provided Toyota Camry Hybrid to produce this hands-on road test.

Likes
Higher fuel efficiency with decent acceleration
Comfortable, smooth ride quality
Excellent noise suppression

Dislikes
Bland styling with no obvious hybrid identity
Handling that’s less capable than other Camrys
Steady speed hard to maintain with using cruise

The 2010 Toyota Camry Hybrid is, basically, the standard midsize Camry sedan with a different and far more frugal hybrid powertrain. For the 2010 model year, Toyota has given the Camry Hybrid revised instruments and a very mild restyle that includes a unique and distinctive grille.

Hybrids sell on fuel economy, and the 2010 Toyota Camry Hybrid is rated by the EPA at 33 mpg city / 34 mpg highway, for a combined rating of 34 mpg. The Hybrid Synergy Drive system, used in the Prius and every other Toyota hybrid, is a “full hybrid” system, meaning it is capable of moving the car on electric power alone under some circumstances. When more power is needed and at higher speeds, the system combines power from the 40-horsepower electric motor and the 147-horsepower, 2.4-liter gasoline engine, which also recharges the battery when coasting or braking. The system is well integrated into the car, though the battery pack cuts trunk space by about one third (from 14.5 to 10.6 cubic feet).

Toyota has built more hybrids than any other carmaker, and it shows. The 2010 Toyota Camry’s powertrain is so smooth and unobtrusive that with the sound system working, it’s almost impossible to tell when the gasoline engine switches on and off; passenger have to look at the instrument panel display to tell for sure. Like the rest of the Camry line, the Hybrid’s ride is soft and well damped. The interior is spacious, with plenty of room for five adults and plenty of legroom in the rear. The handling is good, but the Hybrid weighs more than the standard car, so it’s not quite as nimble.

The Camry Hybrid, like most Toyotas, does well on the safety scale. It is fitted with a total of seven airbags, including front-seat, full-length curtain, and front side-impact airbags, plus a knee airbag for the driver. Electronic stability control, which Toyota calls Vehicle Dynamics Integrated Management (VDIM), is also standard to modulate the throttle, individual wheel brakes, and even the steering to keep the Camry Hybrid stable on slippery surfaces. The Camry Hybrid won five stars, the highest rating, in the federal government’s crash tests, while a non-hybrid Camry was rated “good” in tests by the Insurance Institute for Highway Safety (IIHS). The IIHS rated that Camry “marginal” for the rear-impact test only.

The 2010 Toyota Camry Hybrid offers so many standard features that it’s equivalent to the highest XLE trim level on a regular Camry, plus a smart-key system. Among them are dual-zone automatic climate control, a 440-Watt JBL audio system with Bluetooth, a power glass moonroof, leather interior with reclining rear seats, 16-inch aluminum wheels, and an ionizing system for interior air. Options include a navigation system, heated front seats, and heated outside mirrors.

The Bottom Line
The 2010 Toyota Camry Hybrid offers all the benefits of the well-known Camry sedan with Toyota’s proven, reliable hybrid system to hit the market’s sweet spot.

Other Choices
If you like the 2010 Toyota Camry Hybrid, also consider:

Ford Fusion Hybrid
Mercedes-Benz E320 BlueTEC
Nissan Altima Hybrid
Toyota Prius

Reason Why

For the first time, the Camry Hybrid faces serious competition. It comes from the Ford Fusion Hybrid, new in 2010, which achieves higher mileage ratings and offers all-electric running up to 47 mph, not to mention tighter handling. The Fusion Hybrid receives rave reviews, and sells well enough to make it a neck-and-neck battle. The Altima Hybrid, available only in certain states, is also a full hybrid; its mileage and performance are similar to the Camry Hybrid, but its better handling is offset by a little less interior space. Buyers who do lots of high-speed mileage may want to consider the clean-diesel Mercedes-Benz E320 BlueTEC, which delivers 32 mpg highway-albeit at a much higher price. Finally, the Toyota Prius was completely redesigned for 2010 as well, with a nicer interior and more optional features. If you’re OK with a hatchback and the Prius appearance, it’s worth considering for its combined EPA rating of 50 mpg.

Buying Tip
The 2010 Toyota Camry Hybrid is almost $3,000 less than the nicest XLE model of a V-6 Camry. And with the arrival of the Ford Fusion Hybrid, Toyota dealers have stiff competition to the Camry Hybrid for the first time, so they may be more willing to bargain on price than in previous years.

This 2010 Toyota Camry Hybrid Review originally appeared at TheCarConnection.com where you can see more photos and news on the Toyota Camry Hybrid

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To bring you the most complete review possible on the new 2011 Ford Mustang V-6 and Mustang GT models, TheCarConnection.com has driven both models firsthand, then supplemented this information with quoted highlights from other review sources.

Likes
Awesome thrust from new V-8
Refined, much-improved V-6
Interior tech features—including SYNC
Bang for the buck
’5.0′ badges are back

Dislikes
Tight interior
No telescopic steering adjustment
Automatic transmission provides no manumatic mode
Plastics could still be upgraded

Two all-new engines—a V-6 and a V-8—promise to make the Mustang lineup a lot more exciting for 2011. Although the 2011 Ford Mustang isn’t fully redesigned, it’s extensively refreshed, with a new line of powertrains, new power steering, and suspension changes that altogether guarantee that it’s going to be faster, more fuel-efficient and, likely, more fun to drive.

While the 2011 Mustang has changed little on the outside, this year marks the return of the ’5.0′ badge, which alone is likely to bring back waves of nostalgia for anyone aged 30 to 60. By the mid-to-late ’80s, the Mustang GT, with its stout 225-horse 5.0, was arguably the king of the pony cars and faster than many sports cars costing much more. In addition to those prominent fender badges declaring it’s a ’5.0,’ the new GT gets a higher 160-mph speedometer and three new colors: Yellow Blaze Tri-Coat, Race Red, and Ingot Silver. Inside, the changes include some additional soundproofing and new door seals, plus an upgraded instrument cluster, including a 160-mph speedometer and 8,000-rpm tach. Ford’s MyKey system will be offered on the Mustang for the first time for 2011, along with a garage-door opener, message center, and new blind-spot aids for the mirrors.

The Mustang received a complete refresh last year, for 2010, which most notably included completely reshaped sheetmetal on the outside, giving Mustang models a leaner yet more aggressive look. On the inside, the Mustang’s look has evolved somewhat but remains very retro, with deep-dish gauges, contrasting with a thoroughly modern center stack and updated audio controls.

Base Mustangs get a new all-aluminum 3.7-liter DOHC V-6, producing an impressive 305 horsepower and 280 pound-feet. The new 3.7-liter engine in the 2011 Mustang, part of Ford’s Duratec family, uses Twin Independent Variable Camshaft Timing (Ti-VCT) and a Direct Acting Mechanical Bucket (DAMB) valvetrain to vary valve control through the rev range (up to 7,000 rpm) and achieve a three percent improvement in fuel efficiency and ten percent more power versus the same engine without this technology. Highway ratings with the new engine will be as high as 30 mpg, and it uses regular, not premium, gasoline. The 2010 Mustang GT packs a new 5.0-liter V-8 good for 412 horsepower, and rumbles to life with the sound of an old big-block muscle car yet revs happily to its redline. Almost as significant to budget-minded buyers today is that the new Mustang GT achieves a projected 25 mpg on the highway. Also contributing to the fuel-economy improvements are a new electric power-steering system, which manages feel responsive yet track well, and a host of small aerodynamic enhancements. Two new six-speed transmissions (versus five-speeds for 2010) come with either engine, and a limited-slip differential and new suspension settings will help take advantage of the boost in power. To help handle the added power, the 2011 Mustang V-6 gets revised damper tuning and spring rates, plus a new rear lower control arm and stiffened stabilizer-bar bushings; Ford also adjusted the car’s front/rear aerodynamic balance to help the Mustang feel more “planted.” It also gets larger brake rotors—11.5 inches in front and 11.8 in back.

Seating in the 2011 Mustang is quite low and snug, though both convertibles and coupes have plenty of trunk space. Convertibles have a tight-fitting soft top that is power-actuated but requires two manual release levers. Ford has made various improvements both to overall noise and vibration control in both GT and V-6 models, and the convertible has received improvements for a stiffer body structure, with improved bracing, but we still recommend the coupe for enthusiasts.

To match the higher output of the engine, the new Mustang GT will get larger brakes, plus stiffer rear suspension settings. The 2011 Mustang GT also gets the Electric Power Steering System (EPAS), which Ford is in the process of phasing in through its entire lineup. Although Ford hasn’t yet detailed feature changes, the 2010 Ford Mustang GT will offer a wide range of features, including integrated blind spot mirrors, a universal garage-door opener, and Ford’s MyKey programmable vehicle key system. Beginning in August, a Performance Package will be offered on the V-6, bringing the lower axle ratio plus 19-inch wheels, a strut tower brace, summer performance tires, a sport mode for the stability control, and the firmer suspension from the Mustang GT. We strongly recommend this package, but for an even bigger bang for the buck the Brembo brake package costs just $1,695 and incorporates the larger rotors (14-inch discs in front) and calipers used in the Shelby GT500 Mustang, plus 19-inch matte-gray ‘horseshoe’ alloys and summer performance tires.

Bottom Line: With all-new engines, the 2011 Ford Mustang models offer more bang for the buck than ever before, without skimping on practicality or fuel-efficiency.

Other Choices
If you like the 2011 Ford Mustang, also consider:

- Chevrolet Camaro
- Dodge Challenger
- Nissan 370Z

Reason Why:
With the 3.6-liter V-6 engine in the 2010 Chevrolet Camaro producing 305 horsepower and getting EPA ratings of up to 18 mpg city, 29 highway, the lighter 2011 Mustang should be considerably quicker than the base Camaro while also more fuel-efficient. That’s our kind of muscle car. And while the Mustang GT’s power output doesn’t quite approach that of the Camaro SS, it’s significantly lighter. In comparison, the Camaro’s interior feels more gimmicky than the Mustang’s, and the Camaro’s delicate front end make it slightly less day-to-day usable. The Dodge’s interior is larger, and its base V-8 still offers more horsepower than the Mustang’s only V-8, but it’s more portly and drives as such. While not a direct competitor, the rear-wheel-drive Nissan 370Z is one of the best-tuned pure sports cars on the market but lacks even small rear seats and a proper trunk.

Buying Tip
If you like the handling of the 2011 Ford Mustang GT but don’t need that much power, you’ll probably want to consider the Performance Package on the V-6 models.

This 2011 Ford Mustang Review originally appeared at TheCarConnection.com where you can see more photos and news on the Ford Mustang

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Likes
Upscale looks
Refined interior
Powerful acceleration
Hefty towing ability

Dislikes
Poor fuel economy
XL’s big turning circle
Third-row seats are tight, tough to reach
Third-row seat doesn’t fold flat

The imminent arrival of electric vehicles and plug-in hybrids might lead you to believe that full-size SUVs are a thing of the past. Not true: GM builds many of the big profit-making machines, and with the GMC Yukon / XL / Denali lineup, it sells one of the best full-size utes on the market. Similar to the Chevrolet Tahoe and Suburban, as well as the Cadillac Escalade, the Yukon range gets distinctive styling inside and out, a luxurious Denali trim, and a Yukon Hybrid model covered separately. With a base price of $38,000 that rises to more than $56,000, the Yukon competes with the Chevrolet Tahoe and Suburban, the Cadillac Escalade, the Ford Expedition, the Lincoln Navigator, the Infiniti QX56, and the Toyota Sequoia.

The Yukon lineup hasn’t changed much since the revamped versions arrived in the 2007 model year. They’re handsome machines, with good proportions and a minimum of unnecessary detailing. A big GMC grille is framed simply by tall headlamps, and big windows are in good proportion to the Yukon’s tall side metal. Yukon XL are 20 inches longer than standard Yukons, and the extra length goes right into the rear windows and metal, which takes the shape out of balance, but it’s still nicely drawn. The Yukon’s interior has slight differences depending on seating configuration; six-seat versions have a high dash without a center console, while five-seat versions get a wide center storage console. Either shows off a quantum leap in interior quality and styling for the big SUV. There’s a wide swath of wood grain trim on some versions, softly rounded corners with tight-fitting, tightly grained plastics, with options for fine leather seats. Denali versions add more luxury touches, like a honeycomb grille up front and Nuance leather and chrome details to the cabin.

With two body styles, three trim levels, and three basic engine variants, the Yukon’s performance envelope could be unmanageable-but all versions have good acceleration and ride quality, light steering, and little if any handling feedback (they’re huge trucks, after all), as well as pretty dismal fuel economy. Standard-issue 2010 GMC Yukons offer a standard 5.3-liter V-8 with 320 hp in the shorter Yukon and 310 hp in the longer Yukon XL. Both of the smaller V-8s have plenty of torque to move the Yukon with authority, even with a full load, and fuel economy is quite respectable for such a huge vehicle, with ratings of 14/20 mpg from the EPA. A special Yukon XFE edition has the same power output as the smaller base SUV, but with a taller transmission final-drive ratio for better fuel economy, at 15/21 mpg. The Yukon XL and both Denali editions offer a 403-hp, 6.2-liter V-8, as an option on the XL and standard on either the Yukon Denali or the Denali XL. It’s the pick for the toughest towing demands and accelerates smartly with a rich engine note, but mileage will only reach 12/19 mpg at most, even with new cylinder-deactivation technology applied. There’s plenty of reserve power for hills, quick passing maneuvers, and full loads.

A single six-speed automatic transmission is offered across the Yukon lineup. In all applications, the six-speed automatic shifts smoothly but responsively. All Yukon SUVs can be ordered with available four-wheel drive. A single-speed transfer case system is standard on Yukons; a two-speed transfer case is an option on Yukon and Yukon XL; and Denali editions come with on-demand four-wheel drive. On all versions, the steering feels light but not communicative, and bumps are positively smothered by the massive curb weight and big coil-spring suspension. The GMC Yukon Denali models all get GM’s Autoride electronically controlled damping system, which does a great job bringing good ride comfort and decent steering response through the big 20-inch wheels. Overall, the Denali isn’t tremendously maneuverable, but it handles surprisingly well on back roads; you’ll quickly forget that you’re piloting a 6,000-pound vehicle that can tow up to 8,600 pounds.

Two different body styles both have plenty of room for five or six passengers in the 2010 Yukon-and the stretched Yukon XL can carry an astounding amount of stuff. The standard 2010 GMC Yukon rides on a 116-inch wheelbase, with an overall length of 202 inches. The extended-wheelbase 2010 Yukon XL Denali model adds about 20 inches of overall length and 14 inches of wheelbase, which goes to a more accessible third row and larger cargo capacity in back. That brings its total length up to 222 inches (more than 18 feet), which many city dwellers or even those who frequent shopping malls might find too large to fit easily into conventional parking spaces. Several seating configurations are offered on the 2010 GMC Yukon; in front, the seats are very generously sized and supportive, with a good view of the road ahead. The first two rows can be equipped with bench seats or buckets (called captain’s chairs here); a third-row bench seat is standard on Yukon XL models and available on the Yukon. The Denali comes with captain’s chairs in the first and second row, with a second-row bench seat offered as a no-charge option. A third-row bench seat has seating for up to three more in back, but in any Yukon, the third-row seat is a bit difficult to clamber into. With the third row removed and the second row folded, the Yukon XL has a huge 137.2 cubic feet of cargo space, and there’s still respectable room for cargo with people in all three rows. Keep in mind that in the standard-length version, there’s very little space behind the last row; it has 108.9 cubic feet with the second and third rows down, but just 16.9 cubic feet with the third-row seat raised.

Safety features and good crash-test scores are a highlight of the 2010 Yukon lineup. The Yukon gets five-star ratings from NHTSA (National Highway Traffic Safety Administration) in both front and side-impact crash tests, though it earns only a three-star rollover rating. To help make up for that, its StabiliTrak stability control system includes rollover mitigation. The IIHS (Insurance Institute for Highway Safety) has not yet tested the big GM utes. Standard safety equipment includes dual front, side, and curtain airbags; traction and stability control; OnStar; and tire pressure monitors. A blind-spot warning system is available on all Yukons; also optional on the base Yukon and Yukon XL are a rearview camera, rear parking sensors, and power-adjustable pedals, all of which are standard on Denali editions.

Workhorse editions of the 2010 GMC Yukon can be ordered fairly stripped-which still includes power features, air conditioning, and an AM/FM/CD/MP3 player with an auxiliary and a USB port-but Denali versions approach Cadillac levels of luxury features. Other standard features on the Yukon include XM satellite radio; Bluetooth; steering-wheel audio controls; cruise control; and 17-inch wheels. Options include a rear air conditioner; a DVD navigation system with voice controls; a DVD rear-seat entertainment system; leather upholstery; a Bose premium sound system; real-time traffic; remote starting; 115-volt power outlets; power heated front seats; ventilated front seats; and a sunroof. Denali editions come absolutely loaded with luxury and convenience features, including tri-zone automatic climate control, a power-folding second-row seat, parking sensors, and remote starting. The Denali also gets a standard Bose Centerpoint surround-sound system with 10 speakers and XM Satellite Radio, as well as ventilated seats up front and a heated second-row seat. Denali options include the DVD navigation and entertainment systems, a sunroof, and power-retractable assist steps.

The Bottom Line: The 2010 GMC Yukon Denali gives the moneyed truck aficionado a luxurious, comfortable way to pull thousands of pounds of lifestyle accessories.

Other Choices:
If you’re interested in the 2010 GMC Yukon Denali, also consider:

- Cadillac Escalade
- Ford Expedition
- Lincoln Navigator
- Nissan Armada
- Toyota Sequoia

Reason Why:
Among full-size SUVs, the Yukon lineup has competition within GM itself. The Cadillac Escalade is a glitzier cousin and uses the top Denali powertrain. The Ford Expedition is positioned exactly on top of the Yukon and Yukon XL, with a duo of V-8 engines and heavy-duty versions paired with short- and long-wheelbase versions, while the Denalis have some competition in the form of the Lincoln Navigator and Navigator EL-both handsomely styled, with a cockpit bathed in LED lighting and a 1960s flair. From Toyota comes a Sequoia with a single body style and a powerful V-8, but controversial styling. And though Nissan also offers an Infiniti QX56 seven-passenger SUV, the Yukon lineup is priced more closely against the less-expensive Nissan Armada, which got a nice new interior last year and continues for 2010, despite Nissan’s uncertain plans for future full-size trucks and SUVs.

Buying Tip
If it’s mostly people-hauling you plan to do and you’re not in love with the Denali’s imposing look, you might want to consider the smaller, more carlike GMC Acadia. It can seat seven, and it’s considerably more fuel-efficient, while remaining nearly as spacious as the Yukon.

This 2010 GMC Yukon Review originally appeared at TheCarConnection.com where you can see more photos and news on the GMC Yukon

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